I am sorry if I have missed the answer but a fellow inmate had asked the alternator capacity. I couldn't find it either at the time. (It should have been trivial info for a touring bike.) However, June issue of Cycle World list electrical capacity as 360 watts. It is half of 1200GSA (720 Watts) and 6/10 of GS (600 Watts) With so many electrical gadgets, I wonder how many watts will be available for farkles? Not so much I guess.

I am sorry if I have missed the answer but a fellow inmate had asked the alternator capacity. I couldn't find it either at the time. (It should have been trivial info for a touring bike.) However, June issue of Cycle World list electrical capacity as 360 watts. It is half of 1200GSA (720 Watts) and 6/10 of GS (600 Watts) With so many electrical gadgets, I wonder how many watts will be available for farkles? Not so much I guess.

Hi Guys, let me introduce myself, Goss asked me to come over here to post some first impressions on the Mutly since I am the lucky guy who got the first one in the UK.
Where to start-well-it's everything they say it is and then some-this is a superbike in adventure clothes. Mine is nearly run in now-it's done 800 miles so I can rev it to 9000rpm-but why would I want to-it goes like a rocket keeping it under 8000!
The electronic suspension is brilliant, really compliant and easy to change modes when on the move. I have taken it offroad-down a very rutted bumpy track-it was dry-and in enduro mode the bike just rode over the bumps like they weren't there. I have to be honest here and admit I am no enduro rider, and if I really want to go offroad I wouldn't choose to do it on a nearly 200kg motorcycle-I have a 450RT for that and it only weighs 125kg-and it's a Ducati.
The majority of 'adventure' type bikes get used for distance touring and the Multi will do that with ease-and then thrash through the mountains when you get there. It will also handle fire roads and stuff like that-if you want to read a more detailed report on the first couple of weeks with the bike have a look at multistrada.net which is where Goss found me.

Well, I went for my test ride today in warm spring sunshine, and what a cracking bloody machine it is too. By way of background I’ve owned a number of BMWs over the years, and currently a 1200GSAdv and Ducatis - 450 single, Bevel 900SS, 851, 888, 916 (which was the worst of them all).
It was a Sport model I rode, with plenty of carbon fibre as standard. I started off with the bike set in urban mode, and just following traffic out of town it had all the usual Ducati character, only with the bad bits removed. Even the dry clutch was barely audible when riding, and not the normal "Clockwork monkey with a tambourine" of old. It can potter along snatch free at 2000 rpm, something you take for granted on a jap four, but light flywheel Ducatis always used to struggle there. Delightful quick action throttle (fly by wire) gets it away from traffic as soon as I’m in the countryside – then I switched to touring mode, where it gets decently quicker. Although it can be done while riding it’s a bit of a palaver – first hit the indicator cancel button to bring up the menu, hit the button again to scroll through the four options, then hold it down for a couple of seconds to select the new mode. What the hell is wrong with a four position selector switch? While I’m carping on, the indicator telltales are the usual Italian nice but dim things – fairly useless in sunshine. The bike was very new so gearbox was a bit on the stiff side – fine when riding but tetchy selecting neutral at a standstill. Comfort and ergonomics were great for me, with the small screen in the lowest position it did just enough without any excessive head buffeting, just right I reckon. I felt right at home very quickly – a very confidence inspiring bike. On to the full fat Sport mode – strewth, this thing bloody shifts, now I can feel the strain on neck muscles as it got up 120 alarmingly quickly, but I can’t be bothered to stop and raise the screen as I was laughing too much. Oh, and while I was up there I noticed that the mirrors were still capable of showing what was behind you, fairly blur free. As a license embuggeration device this thing’s certainly got it, real sports performance – much sharper and stronger than the 1050 Tiger I sold last month. I reckon this bike’s natural enemy will be the next Aprilia Tuono with the V4 engine – I don’t see it as an adventure bike, just a really excellent comfortable sports bike that’s up for sport touring at the push of a button (or not if the little red horns grow on your head). Mind you I forgot to test the Enduro mode, and only found out when I got back to the dealer that it not only softens the suspension, but raises it as well, which would be just the ticket for our pot holed fen roads.
You can tell a lot when you get back on your own bike. The GS felt soft, slow, top heavy and ponderous with weird steering characteristics, all of which I had got used to, and adapted to, only it only took a short ride on something really good to have the shortcomings shoved in your face. I’ll still keep it, but I’ve got an awful feeling that it’s got to share a garage with a Ducati.

Well, I went for my test ride today in warm spring sunshine, and what a cracking bloody machine it is too. By way of background I’ve owned a number of BMWs over the years, and currently a 1200GSAdv and Ducatis - 450 single, Bevel 900SS, 851, 888, 916 (which was the worst of them all).
It was a Sport model I rode, with plenty of carbon fibre as standard. I started off with the bike set in urban mode, and just following traffic out of town it had all the usual Ducati character, only with the bad bits removed. Even the dry clutch was barely audible when riding, and not the normal "Clockwork monkey with a tambourine" of old. It can potter along snatch free at 2000 rpm, something you take for granted on a jap four, but light flywheel Ducatis always used to struggle there. Delightful quick action throttle (fly by wire) gets it away from traffic as soon as I’m in the countryside – then I switched to touring mode, where it gets decently quicker. Although it can be done while riding it’s a bit of a palaver – first hit the indicator cancel button to bring up the menu, hit the button again to scroll through the four options, then hold it down for a couple of seconds to select the new mode. What the hell is wrong with a four position selector switch? While I’m carping on, the indicator telltales are the usual Italian nice but dim things – fairly useless in sunshine. The bike was very new so gearbox was a bit on the stiff side – fine when riding but tetchy selecting neutral at a standstill. Comfort and ergonomics were great for me, with the small screen in the lowest position it did just enough without any excessive head buffeting, just right I reckon. I felt right at home very quickly – a very confidence inspiring bike. On to the full fat Sport mode – strewth, this thing bloody shifts, now I can feel the strain on neck muscles as it got up 120 alarmingly quickly, but I can’t be bothered to stop and raise the screen as I was laughing too much. Oh, and while I was up there I noticed that the mirrors were still capable of showing what was behind you, fairly blur free. As a license embuggeration device this thing’s certainly got it, real sports performance – much sharper and stronger than the 1050 Tiger I sold last month. I reckon this bike’s natural enemy will be the next Aprilia Tuono with the V4 engine – I don’t see it as an adventure bike, just a really excellent comfortable sports bike that’s up for sport touring at the push of a button (or not if the little red horns grow on your head). Mind you I forgot to test the Enduro mode, and only found out when I got back to the dealer that it not only softens the suspension, but raises it as well, which would be just the ticket for our pot holed fen roads.
You can tell a lot when you get back on your own bike. The GS felt soft, slow, top heavy and ponderous with weird steering characteristics, all of which I had got used to, and adapted to, only it only took a short ride on something really good to have the shortcomings shoved in your face. I’ll still keep it, but I’ve got an awful feeling that it’s got to share a garage with a Ducati.

Thanks for the great report. The clutch is quiet because it's a wet clutch.

Did you happen to notice if the clutch lever was fairly easy to pull? They're supposedly really soft and they have some kind of torque locking mechanism in the clutch basket.

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